Valve mechanism for internal-combustion engines.



W. F. KOKEN 6I A. J. PICHL.

VALVE ME'CHANISM FOR INTERNAL COMB'USTION ENGINES.

APPLICATION FILED IAN. I6, |914.

LMLQQQ, Patented Nov. 23, 1915.

3 SHEETS-SHEET I.

f'oLLIMBIA PLANoGRAPI-I CO.,WASMINGTON. D. c.

W. F. KOKEN & A. J. PICHL. VALVE MECHANISM FOR INTERNAL comusloN ENGINES.

APPLICATION FILED JAN. 16. i914.

LLQQ. Patented Nov. 23, 1915.

3 SHEETS-SHEET 2.

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COLUMBIA PMNQGRAPH C0.. WASHINGTON, D. c.

W. F. KOKEN & A. J. PICHL. VALVE NECHANISM EUR INTERNAL CONBUSTION ENGINES.

APPLICATION FILED ]AN.16, 1914 Patented Nov. 23, 1915.

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WALTER KOKEN AND ANTON J. PICIjL, 07F ST. LOUIS, MISSOURI.

Specification of Letters Patent.

raten-tea Nev. as, reis.

Application filed .T anuary 16,1914. Serial No. 812,379.

To all whom it may concern.'

Be it known that we, WALTER F. KOKEN and ANTON il. Pro1-1L, citizens of the United States, residing at the city of St. Louis, tate of Missouri, have invented certain new and useful Improvements in Valve Mechanisms for internal-Combustion Engines, of which the following is a specifica tion.

This invention relates to internal combustion engines of the type that comprise slide valves for controlling the inlet and exhaust of the gases to and from the cyl inder-s. v

The main object of our present' invention is to provide a. multi-cylinder, four-cycle internal combustion engine in which the slide valves and the mechanism, for operating same are of novel design. Y

@ther objects and desirable features of our invention will be hereinafter pointed'out.

Figure 1 of the drawings is a top plan view` of an internal combustion engine constructed in accordance with our invention with the cover removed, so as to show the arrangement of the coperating openings in the valve members; Fig. 2 is a longitudinalv sectional view ofthe engine; Fig. 3 is a side elevation of an end portion of the engine, showing the valve-operating mechanism; Fig. 4 is an end elevation of same; Fig. 5 is a side elevation of the other end portion of the engine; Fig. 6 is a top plan View of one end portion of the engine; Fig. 7 is a sectional view on the line 7 7, Fig. 2; Fig. 8 is a bottom plan view, on an enlarged scale, of the upper eccentric; and Fig. 9 is a sectional view on the line 9-9, Fig. 8.

For the purpose of illustration, an engine having four cylinders designated by the numerals 1, 2, 3, and 4 is depicted in the drawings, each cylinder having a piston 5 adapted to operate therein in the usual manner and, also, having an inlet port 6 and an exhaust port 7 preferably located in its head, which ports are arranged below the inlet and exhaust passages 8 and 9,.respectively, in the cover l0, which is secured to the heads of the cylinders by bolts 11 or other suitable means. The walls of the passages 8 and 9 project upwardly into a water chamber 12 within the cover 10, and the top of this chamber is closed by a plate 18, which is secured to said cover by bolts 14 or other suitable means. rlhe inlet passages 8 are separately connected with the branches of the manifold 15, which has the usual connection with the carbureter 16, and the exhaust passages 9 are separately connected with the branches of the exhaust pipe 17. The watersjaclet 18, which surrounds the cylinders, is connected with the water chamber l2 in the cove-r 10 by means of a pipe 18 to allow the water which enters the water-jacket 1,8 through the water-inlet pipe 19 to pass into the water chamber l2, from which'it discharges through the outlet pipe 20. A spark-plug 2l and a priming-valve 22 are provided for each cylinder, the sparkplugs being preferably located on one side of the engine and the priming-valves being located on the opposite side.

Communication between the inlet ports G and the exhaust ports 7 of the cylinders and their respective inlet passages 8 and exhaust passages 9 in the cover 10 is established in proper sequence by means of plates or valve members 23 which reciprocate longitudinally in superimposed relation upon the heads of the cylinders in a longitudinal valve-chainber or groove 24 in the bottom of the cover 10. In the case of a four cylinder' engine as illustrated in the drawings, two plates 23 are preferably employed, the lower plate 28 resting upon the heads of the cylinders and being provided with an opening 25 for communicating alternately with the inlet port G and the exhaust port 7 of the cylinder 1, openings 26 and 27 for communicating separately with the inlet port G and the exhaust port 7 of the cylinder 2, openings 28 and 29 for communicating separately with the inlet port 6 and the exhaust port 7 of the cylinder' 3, and an opening 30 for communicating alternately with the inlet port 6 and the exhaust port 7 of the cylinder 4, and the upper plate 28 resting upon the lower plate and being `provided with an opening 31 for communicating alter` nately with the inlet passage 8 and the haust passage 9 above the cylinder l, open` ings 32 and 33 for communicatingseparately with the inlet passage 8 and the exhaust passage 9 above the cylinder 2, openings 84 and 35 for communicating separately with the inlet passage 8 `and the exhaust passage 9 above the cylinder 3, and an opening 36 for communicating alternately with the inlet passage 8 and the exhaust passage 9 above the cylinder 4 at the proper time.

Each plate or valve member 23 extends beyond one end of the cover 10, and is oplli) Y,The lower eccentric 37 is preferably Vto the operating shaft- 38 by a set-screw 50 ora plurality of such set-screws or other eratively connected with an eccentric 37 on an operating shaft 38 by means of an eccentric-strap 39 and an eccentric-rod 40, which is pivotally attached at 41 to the outer end of saidplate, it being, of course, understood that an eccentric 37, an eccentric-stra`p 39, and an-eccentric-rod 40 are provided for each plate 23. The operating r shaft 38 is preferably arranged to occupy approximately anV upright position, and bears a spiral gear-wheel 42, which meshes with a spiral pinion 43 on the crank-shaft 44, being journaled in a bracket 45 or a plurality of such brackets, which may be bolted vor otherwise secured to the cylinder casing, and, also, in a 'toe-bearing 46 in a bracket 47, which may be bolted or otherwise secured to the crank-casing. The gearwheel 42 on the valve operating shaft is preferably doublethe size of the pinion 43 on the crank-shaft 44, so that the operating shaftmakes one complete revolution to two complete revolutions of the crank-shaft and thereby causes the eccentric 37 to effect a complete reciprocation of each plate 23'. .ln order to afford a meansfor adjusting the eccentrics 37 upon'theoperating shaft 38 so as to compensate for any lost motion incident to the spiral gearing becoming worn', each eccentricV 37 is provided with a boss or lug 48 having teeth 49 in its face, which Yteeth are preferably disposed radially to the axis of the operating shaft. secured suitable means, and has a boss 48 on its upper face, so that the teeth 49 of said boss interlock with the teeth 49 of the boss 48 on the lower face of the upper eccentric 37, which is revolubly mounted on the operat- Ving shaft, the upper end portion of the lat- -ter being screw-threaded `to receive a nut 5l by means of which `the teeth 49 of the boss 48on the upper eccentric 37 is held in interlocking engagement with the teeth 49 of the boss 48 on the lower eccentric, so that both eccentrics will rotate with the operating shaft, when the nut is tightened, and the upper eccentric can be adjusted with respect to the lower eccentric when said nut is Vloosened sufficiently to .allow the upper eccentric to be raised out of interlocking engagement 4with the lower eccentric. Each eccentric-rod 40 may consist of two parts which areconnected by a turnbuckle 52, and by thisl arrangement the plates 23 may be adjusted with respect to their respective operating eccentrics 37.

lnyorder to lubricate the plates 23, the top of the cylinder heads andthe grooves 24 in thebottom of the cover l0 are arranged to slope transversely so that the plates incline transversely, and said plates are provided with transverse grooves 53 so that the same will be thoroughly lubricated by the lubricant which i'iows through a pipe or a plurality of such pipes into the high side of the groove 24, said pipe or pipes 54 being connected with an oil-distributing receptacle 55, to which the lubricant is forced through a pipe 5G, which, leads from the centrifugal pump 57. The latter is operatively mounted upon the operating shaft 38 so as to be driven thereby and is supported by a bracket 58 which may be bolted or otherwise secured to the cank-casing, said pump being connected with an oil-supply receptacle (not shown) by means of a pipe 59. A pipe (3() may be connected with the low side of the groove 24- in the bottom of the cover l0, so as to drain the surplus of oil from said groove, and may be arranged to discharge the oil into the crank-casing or elsewhere. ln case the engine is used to drive an automobile or the like, aA pipe G1 or a plurality of such pipes may lead from the oil-distributing receptacle 55 to any part or parts of the machine requiring lubrication.

centrifugal water-circulating pump 62 is operatively mounted upon the operating shaft 38, so as to be driven thereby and has its outlet connected with the inlet pipe 19 of the water-jacket 18, and its inlet connected with a pipe 63 which is connected with the radiator (not shown), it being, of course, understood that the outlet pipe 20 of the water chamber l2 is, also, connected with the radiator.

rlhe operation of the engine is as follows: Referring :to Fig. 2, it will be seen that the plates 23 occupy such positions that same close the communication between the inlet and exhaust ports 6 and 7 of the cylinders and their respective inlet and exhaust passages 8 and 9 in the cover 10, the pistons 5 within the cylinders l and 4 being at the limit of their upward stroke and the pistons 5 within the cylinders 2 and 3 being at the limit of their downward stroke, and the opening 25 in the lower plate 23 and the opening 31 in the upper plate 23 being in position ready to establish communication between the inlet port 6 of the cylinder l and ilts inlet passage 8 in the cover l0 and the opening 29 in the lower plate 23 and the opening 35 in the upper plate 23 being in position ready to establish communication aetween'the exhaust port 7 of the cylinder 3 and its exhaust passage 9 in the cover 10 upon the next movement of the plates 23. lt will also be noted that the ports in some of the cylinders are of different dimensions than. the ponts inthe other cylinders; that certain of the coperating openings in the valve members are of different size than the other coperating openings in said members; and that a single pair of coperating openings in the end portions of the valve LOC .il a

valve spiral gearing. While the crank-shaft is rotated through the particular 180 degrees necessary to effect a complete `charging- 1g or suction stroke of the piston 5 within thev cylinder 1, a complete compression stroke of the piston 5 within the cylinder 2, a complete exhausting stroke of the piston 5 within the cylinder 3, and a complete power or firing stroke of the piston 5 within the cylinder 4, the lower plate 23 moves to the limit ofits travel toward the left and then moves toward the right and the upper plate 23 moves to the limit of its travel toward the left, whereby the opening 25 in the lower plate 23 and the opening 31 in the upper plate 23 open and close communication between the inlet port 6 of cylinder 1 and its inlet passage 8 in the cover 10, and the opening 29 in the lower plate 23 and the opening 35 in the upper plate 23 open and close communication between the exhaust port 7 of the cylinder 3 and its exhaust passage 9 in the cover 10. lhile the crank-shaft is rotated through the next 180 degrees, the piston 5 within the cylinder 1 makes a complete compression stroke, the piston 5 within the cylinder 2 makes a complete power or firing stroke, the piston 5 within the cylinder 3 nakes a complete charging or suction stroke, and the piston 5 within the cylinder 4 makes a complete exhausting stroke, the lower plate 23 moves farther toward the right and the upper plate 23, also, moves toward the right, whereby the opening 28 in the lower plate 23 and the opening 34 in the upper plate 23 open and close communication between the inlet port 6 of the cylinder 3 and its inlet passage 8 in the cover 10, and the opening 30 in the lower plate 23 and the opening 3G in the upper plate 23 open and close communication between the exhaust port 7 of the cylinder 4 and its exhaust passage 9 in the cover 10. During the next 180 degrees of rotary movement of the crank-shaft 44, the piston 5 within the cylinder 1 makes a complete power or firing stroke, the piston 5 within the cylinder 2 makes a complete exhausting stroke, the piston 5 within the cylinder 3 makes a complete compression stroke, and the piston 5 within the cylinder 4 makes a complete charging or suction stroke, the lower plate 23 moves to the limit of its travel toward the right and then moves toward the left, and the upper plate 23 moves to the limit of its travel-toward the right, whereby the opening 30 in the lower plate 23 and the opening 36 in the upper plate 23 open and close communication between the inlet port 6 of the cylinder 4 and its inlet passage 8 in the cover 10, and the opening 27 in the lower plate 23 and the opening 33 in `the upper plate 23 open and close communication between the Vexhaust pont 7 of the cylinder 2 and its exhaust passage 9 inthe cover l0. While the crank-shaft is rotated 'through the next or last 180 degrees necessary to complete a cycle in each cylinder, lthe piston 5 within the cylinder 1 makes a complete exhausting stroke, the piston 5 within the cylinder 2 makes a complete charging or suction stroke, the piston 5 within the cylinder 3` makes a complete power or firing stroke, and the piston 5 within the cylinder 4 makes a complete compression stroke, the

plates 23 move toward the left (to their normal positions, whereby the opening 26 in the lower plate 23 and the opening 32 in the upper plate 23 open and close communication between the inlet port 6 of the cylinder 2 and its inlet passage 8 in the cover 10, and the opening 25 in the lower plate 23 and the opening 3l in the upper plate 23 open and close communication between the exhaust port 7 of the cylinder 1 and its exhaust passage 9 in the cover 10.

From the foregoing it will be seen that the engine herein illustrated is so designed that the exhaust ports of the respective cylinders are closed on dead center at the upward stroke of the piston and are opened before dead center on the downward stroke of the piston, and that the inlet ports are opened on dead center at the upward stroke of the piston and are closed after dead center on the downward stroke of the piston. It will be understood, however, that whenever communication between an inlet po-rt 6 of a cylinder and its respective inlet passage 8 in the cover and, also, between an exhaust port 7 of another cylinder and its respective exhaust passage 9 in the cover 10 is opened and closed as hereinabove described, the plates 23 prevent communication between the other inlet and exhaust ports 6 and 7 and their respective inlet and exhaust passages 8 and 9 in the cover 10.

While, for the purpose of illustration, the preferred embodiment of the present invention is depirted in the drawings, it should be understood that various changes in the details of construction and arrang ment of parts and, also, substitutions may be made without departing from the nature and spirit of the present invention.

We claim:

1. A multicylinder, fourcycle internal combustion engine, each cylinder of which is providedwvith` an inlet port and an eX- haust port, and a pair of reoiproeatingvalve members Varranged in sliding engagement With each other and provided With coperating openings that cooperate with the ports in the cylinders to control the inlet and exhaust of. the gases to andA from all'of the cylinders,- the ports in some of the cylinders being of dierent size fromthe ports in the remaining cylinders.

2. A multicylinder, fourcycle internal combustion engine, Aeach cylinder of which is provided With an inlet port and an exhaust port, and a pair of reciprocating valve fmembers arranged 1n sliding engagement 3. A multicylinder, fourcycle internal combustion engine, each cylinder of which is provided with an inlet port and an eX- haust port, and a pair of reciprocating valve members arranged in sliding engagement with each other and provided with coperating openings that coperate with the ports in the cylinders to control the inlet and exhaust oi the gases to and from al1 of the cylinders, the ports in some of said cylinders being of diiferent size 'from the ports in the remaining cylinders and certain of the cooperating openings` in said valve members being of diiferent size from the remaining coperating openings in said members.

In testimony whereof We hereunto aiix our signatures in the presence of two Witnesses.

XVALTER F. KOKEN. l ANTON J. PICHL.

litnesses A. J. GEGLING, LEWIS E. MOORE.

. Copies oft-his patent may 'ney obtained for five cents each, by addressing the Commissioner of Patents,

' f Washington, D. C.I` 

